US9752676B2 - Hybrid vehicle - Google Patents

Hybrid vehicle Download PDF

Info

Publication number
US9752676B2
US9752676B2 US15/363,090 US201615363090A US9752676B2 US 9752676 B2 US9752676 B2 US 9752676B2 US 201615363090 A US201615363090 A US 201615363090A US 9752676 B2 US9752676 B2 US 9752676B2
Authority
US
United States
Prior art keywords
rotating element
motor
combustion engine
internal combustion
rotation speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
US15/363,090
Other languages
English (en)
Other versions
US20170159801A1 (en
Inventor
Nobuhide NISHIGAKI
Masaya Yamamoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Nishigaki, Nobuhide, YAMAMOTO, MASAYA
Publication of US20170159801A1 publication Critical patent/US20170159801A1/en
Application granted granted Critical
Publication of US9752676B2 publication Critical patent/US9752676B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/70—Control of gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/73—Planetary gearings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • Y10S903/91—Orbital, e.g. planetary gears
    • Y10S903/911—Orbital, e.g. planetary gears with two or more gear sets
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

Definitions

  • the present disclosure relates to a hybrid vehicle, and in particular, to a hybrid vehicle including an internal combustion engine, a first motor, a second motor, and a planetary gear mechanism.
  • a hybrid vehicle which includes an internal combustion engine, a first motor, a second motor, and a planetary gear mechanism, and controls the first motor such that the rotation speed of the internal combustion engine increases when the rotation speed of the first motor increases when the operation of the internal combustion engine is stopped according to ignition-off during traveling has been suggested (for example, Japanese Patent Application Publication No. 2012-162097 (JP 2012-162097 A)).
  • the first motor is coupled to a sun gear of the planetary gear mechanism
  • an axle is coupled to a ring gear
  • the internal combustion engine is coupled to a carrier.
  • the rotation speed of the first motor increases in a negative rotation direction with an increase in vehicle speed. At this time, torque in a positive rotation direction is output from the first motor to increase the rotation speed of the internal combustion engine from zero. With this, an increase in the negative rotation direction of the rotation speed of the first motor is suppressed.
  • the present disclosure provides a hybrid vehicle capable of preventing over-rotation of a first motor when the ignition is off during traveling at a high vehicle speed.
  • a hybrid vehicle includes an internal combustion engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a battery, and an electronic control unit.
  • the first planetary gear mechanism includes a first rotating element, a second rotating element, and a third rotating element.
  • the first motor is coupled to the first rotating element.
  • the internal combustion engine is coupled to the second rotating element.
  • a drive shaft coupled to drive wheels of the hybrid vehicle and the second motor are coupled to the third rotating element.
  • the first planetary gear mechanism is configured such that the first rotating element, the second rotating element, and the third rotating element are arranged in order on an alignment chart.
  • the second planetary gear mechanism includes a fourth rotating element, a fifth rotating element, and a sixth rotating element.
  • the first rotating element is coupled to the fourth rotating element.
  • a brake is connected to the fifth rotating element.
  • the second rotating element is coupled to the sixth rotating element.
  • the second planetary gear mechanism is configured such that the fourth rotating element, the fifth rotating element, and the sixth rotating element are arranged in order on an alignment chart.
  • the battery is configured to transmit and receive electric power to and from the first motor and the second motor.
  • the electronic control unit is configured to turn on the brake at a time of an ignition-off at a high vehicle speed of the hybrid vehicle such that the fifth rotating element is brought into a rotation stop state.
  • the ignition-off at the high vehicle speed is when the ignition is off while the hybrid vehicle is traveling at a predetermined vehicle speed or higher while operating the internal combustion engine.
  • the first rotating element, the second rotating element, and the third rotating element of the first planetary gear mechanism are arranged in this order on the alignment chart, and the fourth rotating element, the fifth rotating element, and the sixth rotating element of the second planetary gear mechanism are arranged in this order on the alignment chart.
  • the first rotating element of the first planetary gear mechanism is coupled to the fourth rotating element of the second planetary gear mechanism
  • the second rotating element of the first planetary gear mechanism is coupled to the sixth rotating element of the second planetary gear mechanism. Accordingly, the first rotating element and the fourth rotating element, the fifth rotating element, the second rotating element and the sixth rotating element, and the third rotating element are arranged in this order on the alignment chart.
  • the four rotating elements of the first rotating element, the fifth rotating element, the second rotating element, and the third rotating element are arranged in this order on the alignment chart.
  • the first motor is coupled to the first rotating element
  • the brake is connected to the fifth rotating element
  • the internal combustion engine is coupled to the second rotating element
  • the drive shaft and the second motor are coupled to the third rotating element.
  • the brake When the hybrid vehicle travels at a high vehicle speed equal to or higher than the predetermined vehicle speed, the brake is turned off, the drive shaft (third rotating element) rotates at a high rotation speed corresponding to the high vehicle speed, the internal combustion engine (second rotating element) rotates at a high rotation speed in order to output corresponding drive power, and the drive shaft and the internal combustion engine rotate at a high rotation speed; thus, the first motor (first rotating element) also rotates at a high rotation speed to a positive rotation side. Accordingly, all of the first rotating element, the fifth rotating element, the second rotating element, and the third rotating element are brought into a state of rotating at a high rotation speed.
  • the fifth rotating element is kept un-rotatable when the rotation speed becomes a value of 0. For this reason, it is possible to prevent the rotation speed of the first motor (first rotating element) from further increasing in the negative rotation direction. As a result, when the ignition is off while the vehicle is traveling at a high vehicle speed, it is possible to prevent the first motor from excessively rotating in the negative rotation direction.
  • the electronic control unit may be configured to turn on the brake after an absolute value of a rotation speed of the fifth rotating element becomes equal to or less than a threshold at the time of the ignition-off at the high vehicle speed. With this, it is possible to reduce shock when the brake is turned on.
  • FIG. 1 is a configuration diagram showing the outline of the configuration of a hybrid vehicle 20 as an embodiment of the present disclosure.
  • FIG. 2 is an explanatory view showing an example of an alignment chart when the vehicle travels in an HV traveling mode in a state where a brake B 1 is off.
  • FIG. 3 is an explanatory view showing an example of an alignment chart when the vehicle travels in an EV traveling mode in a state where the brake B 1 is off.
  • FIG. 4 is an explanatory view showing an example of an alignment chart when the brake B 1 is on.
  • FIG. 5 is a flowchart showing an example of an over-rotation prevention control routine of a motor MG 1 which is executed by an HVECU 70 .
  • FIG. 6 is an explanatory view showing an example of temporal changes of a vehicle speed V, a rotation speed Ne of an internal combustion engine 22 , a rotation speed Nm 1 of a motor MG 1 , a rotation speed Nc of a carrier 39 , and the state of the brake B 1 .
  • FIG. 7 is an explanatory view showing an example of an alignment chart when the vehicle is traveling at a comparatively high vehicle speed (for example, 180 km/h or the like).
  • FIG. 8 is an explanatory view showing an example of an alignment chart when the rotation speed Ne of the internal combustion engine 22 decreases due to ignition-off.
  • FIG. 9 is an explanatory view showing an example of an alignment chart when the vehicle speed V decreases after the brake B 1 is on.
  • FIG. 1 is a configuration diagram showing the outline of the configuration of a hybrid vehicle 20 as an embodiment of the present disclosure.
  • the hybrid vehicle 20 of the embodiment includes an internal combustion engine 22 , a first planetary gear 30 , a second planetary gear 35 , a first motor MG 1 , a second motor MG 2 , a first inverter 41 , a second inverter 42 , a battery 50 , and an electronic control unit (hereinafter, referred to as “HVECU”) 70 for hybrid.
  • HVECU electronice control unit
  • the internal combustion engine 22 is constituted as an internal combustion engine which outputs drive power using fuel, such as gasoline or light oil.
  • the internal combustion engine 22 is operated and controlled by an electronic control unit (hereinafter, referred to as an “internal combustion engine ECU”) 24 for an internal combustion engine.
  • ECU electronice control unit
  • the internal combustion engine ECU 24 is constituted as a microprocessor centering on a CPU, and includes, in addition to the CPU, an ROM which stores a processing program, an RAM which temporarily stores data, an input/output port, and a communication port.
  • the internal combustion engine ECU 24 receive signals from various sensors required for operating and controlling the internal combustion engine 22 through the input port. Some of the signals from various signals are as follows.
  • control signals for operating and controlling the internal combustion engine 22 are output from the internal combustion engine ECU 24 through the output port. Some of various control signals are as follows.
  • the internal combustion engine ECU 24 is connected to the HVECU 70 through the communication port.
  • the internal combustion engine ECU 24 operates and controls the internal combustion engine 22 according to a control signal from the HVECU 70 .
  • the internal combustion engine ECU 24 outputs data relating to the operation state of the internal combustion engine 22 to the HVECU 70 as necessary.
  • the internal combustion engine ECU 24 calculates an angular velocity and a rotation speed of the crank shaft 26 , that is, an angular velocity cone and a rotation speed Ne of the internal combustion engine 22 , based on the crank angle ⁇ cr from the crank position sensor 23 .
  • the first planetary gear 30 is constituted as a single pinion type planetary gear mechanism having a sun gear 31 of an external gear, a ring gear 32 of an internal gear, a plurality of pinion gears 33 which mesh with the sun gear 31 and the ring gear 32 , and a carrier 34 which holds a plurality of pinion gears 33 rotatably and revolvably.
  • a rotor of the first motor MG 1 is connected to the sun gear 31 .
  • a drive shaft 56 coupled to drive wheels 59 a, 59 b through a differential gear 58 and a gear mechanism 57 is connected to the ring gear 32 .
  • the crank shaft 26 of the internal combustion engine 22 is connected to the carrier 34 through a damper 28 .
  • the supply of lubricating oil to the planetary gear 30 is performed by an oil pump (not shown), and lubricating oil is also supplied to the pinion gears 33 by the rotation of the carrier 34 , or the like.
  • the second planetary gear 35 is constituted as a single pinion type planetary gear mechanism having a sun gear 36 of an external gear, a ring gear 37 of an internal gear, a plurality of pinion gears 38 which mesh with the sun gear 36 and the ring gear 37 , and a carrier 39 which holds a plurality of pinion gears 38 rotatably and revolvably.
  • the sun gear 36 is connected to the sun gear 31 of the planetary gear 30
  • the ring gear 37 is connected to the carrier 34 of the planetary gear 30 .
  • the carrier 39 is connected to a case 21 through the brake B 1 .
  • the brake B 1 is constituted as a frictional engagement element for hydraulic drive.
  • the supply of lubricating oil to the planetary gear 35 is performed by an oil pump (not shown), and lubricating oil is also supplied to the pinion gear 38 by the rotation of the carrier 39 , or the like.
  • the first motor MG 1 is constituted as, for example, a synchronous power generation motor. As described above, the first motor MG 1 has the rotor connected to the sun gear of the planetary gear 30 .
  • the second motor MG 2 is constituted as, for example, a synchronous power generation motor.
  • the second motor MG 2 has a rotor connected to the drive shaft 56 through the gear mechanism 57 .
  • the first inverter 41 and the second inverter 42 are connected to a power line 54 along with the battery 50 .
  • a smoothing capacitor 55 is attached to the power line 54 .
  • the first motor MG 1 and the second motor MG 2 are rotated and driven by an electronic control unit (hereinafter, referred to as a “motor ECU”) 40 which controls switching of a plurality of switching elements (not shown) of the first inverter 41 and the second inverter 42 .
  • the battery 50 is configured to transmit and receive electric power to and from the first motor MG 1 and the second motor MG 2 through the power line 54 .
  • the motor ECU 40 is constituted as a microprocessor centering on a CPU, and includes, in addition to the CPU, an ROM which stores a processing program, an RAM which temporarily stores data, an input/output port, and a communication port.
  • the motor ECU 40 receives signals from various sensors required for driving and controlling the first motor MG 1 and the second motor MG 2 through the input port. Some of the signals from various sensors are as follows.
  • a switching control signal to the switching elements (not shown) of the first inverter 41 and the second inverter 42 , or the like is output from the motor ECU 40 through the output port.
  • the motor ECU 40 is connected to the HVECU 70 through the communication port.
  • the motor ECU 40 drives and controls the first motor MG 1 and the second motor MG 2 according to a control signal from the HVECU 70 .
  • the motor ECU 40 outputs data relating to the drive state of the first motor MG 1 and the second motor MG 2 to the HVECU 70 as necessary.
  • the motor ECU 40 calculates the rotation speeds Nm 1 , Nm 2 of the first motor MG 1 and the second motor MG 2 based on the rotation positions ⁇ m 1 , ⁇ m 2 of the rotors of the first motor MG 1 and the second motor MG 2 from the first rotation position detection sensor 43 and the second rotation position detection sensor 44 .
  • the battery 50 is constituted of, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery. As described above, the battery 50 is connected to the power line 54 along with the inverters 41 , 42 .
  • the battery 50 is managed by an electronic control unit (hereinafter, referred to as a “battery ECU”) 52 for a battery.
  • a battery ECU electronice control unit
  • the battery ECU 52 is constituted as a microprocessor centering on a CPU, and includes, in addition to the CPU, an ROM which stores a processing program, an RAM which temporarily stores data, an input/output port, and a communication port.
  • the battery ECU 52 receives signals from various sensors required for managing the battery 50 through the input port. Some of the signals from various sensors are as follows.
  • the battery ECU 52 is connected to the HVECU 70 through a communication port.
  • the battery ECU 52 outputs data relating to the state of the battery 50 to the HVECU 70 as necessary.
  • the battery ECU 52 calculates charging/discharging electric power Pb as the product of the battery voltage Vb from the voltage sensor 51 a and the battery current Ib of the current sensor 51 b.
  • the battery ECU 52 calculates a power storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51 b.
  • the power storage ratio SOC is the ratio of the capacity dischargeable from the battery 50 to the total capacity of the battery 50 .
  • the HVECU 70 is constituted as a microprocessor centering on a CPU, and includes, in addition to the CPU, an ROM which stores a processing program, an RAM which temporarily stores data, an input/output port, and a communication port.
  • the HVECU 70 receives signals from various sensors through the input port. Some of the signals from various signals are as follows.
  • a drive signal to the brake B 1 , or the like is output to the HVECU 70 through the output port.
  • the HVECU 70 is connected to the internal combustion engine ECU 24 , the motor ECU 40 , and the battery ECU 52 through the communication port.
  • the HVECU 70 transmits and receives various control signals or data to and from the internal combustion engine ECU 24 , the motor ECU 40 , and the battery ECU 52 .
  • the hybrid vehicle 20 of the embodiment configured as above normally travels in a hybrid traveling mode (HV traveling mode) or an electric traveling mode (EV traveling mode) in a state where the brake B 1 is off.
  • the HV traveling mode is a traveling mode in which the vehicle travels using drive power from the internal combustion engine 22 , the motor MG 1 , and the motor MG 2 .
  • the EV traveling mode is a traveling mode in which the vehicle stops the operation of the internal combustion engine 22 and travels using drive power from the second motor MG 2 .
  • FIG. 2 is an explanatory view showing an example of an alignment chart when the vehicle travels in the HV traveling mode in a state where the brake B 1 is off, and FIG.
  • S 1 , S 2 axes indicate the rotation speeds of the sun gear 31 of the first planetary gear 30 and the sun gear 36 of the second planetary gear 35 and indicate the rotation speed Nm 1 of the first motor MG 1 .
  • a C 2 axis indicates the rotation speed of the carrier 39 of the second planetary gear 35 .
  • C 1 , R 2 axes indicate the rotation speeds of the carrier 34 of the first planetary gear 30 and the ring gear 37 of the second planetary gear 35 and indicate the rotation speed Ne of the internal combustion engine 22 .
  • An R 1 axis indicates the rotation speed of the ring gear 32 of the first planetary gear 30 and indicates the rotation speed Np of the drive shaft 56 .
  • Bold arrows of the S 1 , S 2 axes indicate torque Tm 1 output from the first motor MG 1 .
  • Bold arrows of the C 1 , R 2 axes indicate torque Te output from the internal combustion engine 22 .
  • Two bold arrows of the R 1 axis indicate torque applied to the drive shaft 56 by torque Tm 1 output from the first motor MG 1 and torque applied to the drive shaft 56 by torque Tm 2 output from the second motor MG 2 .
  • “k 1 ” and “k 2 ” are conversion coefficients. As shown in FIGS. 2 and 3 , when the brake B 1 is off, the carrier 39 of the second planetary gear 35 rotates freely, and the second planetary gear 35 is not involved in driving.
  • FIG. 4 is an explanatory view showing an example of an alignment chart when the brake B 1 is on.
  • the carrier 39 of the second planetary gear 35 is fixed to the case 21 and cannot rotate; thus, as shown in FIG. 4 , the vehicle travels at an operation point on a line along which the C 2 axis passes through the value of 0.
  • FIG. 5 is a flowchart showing an example of an over-rotation prevention control routine of the motor MG 1 which is executed by the HVECU 70 when the vehicle is traveling while operating the internal combustion engine 22 .
  • the HVECU 70 first determines whether or not the ignition signal IG from the shift lever 81 is off (IG-OFF) (Step S 100 ), and when the ignition is not off, repeatedly executes the determination processing.
  • IG-OFF ignition signal off
  • the operation of the internal combustion engine 22 is stopped, for example, when the operation of the internal combustion engine 22 is stopped according to an operation stop request of the internal combustion engine in the HV traveling mode, when the operation of the internal combustion engine 22 is stopped with transition to the EV traveling mode, or the like, this routine ends.
  • Step S 110 the vehicle speed V from the vehicle speed sensor 88 or the rotation speed Ne from the internal combustion engine 22 is input (Step S 110 ).
  • the rotation speed Ne of the internal combustion engine 22 which is calculated based on the crank angle ⁇ cr from the crank position sensor 23 can be input from the internal combustion engine ECU 24 through communication.
  • the threshold Vref 1 is set in advance as a vehicle speed which becomes an upper limit such that, when the rotation speed Ne of the internal combustion engine 22 is set to a value of 0, the rotation speed Nm 1 of the first motor MG 1 in the negative rotation direction is within an allowable rotation speed range, or a vehicle speed slightly lower than the upper limit.
  • the vehicle speed V is less than the threshold Vref 1 , it is determined that over-rotation of the first motor MG 1 does not occur, and this routine ends.
  • Step S 140 it is determined whether or not the absolute value of the rotation speed variation ⁇ Ne of the internal combustion engine 22 is equal to or greater than a threshold dNref (Step S 140 ).
  • the determination processing becomes processing for determining whether or not the rotation speed deceleration of the internal combustion engine 22 is equal to or greater than the threshold dNref.
  • the threshold dNref is set in advance as the deceleration of the rotation speed Ne of the internal combustion engine 22 for which the first motor MG 1 will not over-rotate in the negative rotation direction since the deceleration of the rotation speed Ne of the internal combustion engine 22 is small.
  • Step S 150 processing for inputting the rotation speed Ne of the internal combustion engine 22 and the rotation speed Nm 1 of the first motor MG 1 and processing (Step S 160 ) for calculating the rotation speed Nc of the carrier 39 of the second planetary gear 35 are repeatedly executed until the rotation speed Nc of the carrier 39 becomes equal to or less than the threshold Nref (Step S 170 ).
  • the rotation speed Nm 1 of the first motor MG 1 which is calculated based on the rotation position ⁇ m 1 of the rotor of the first motor MG 1 from the first rotation position detection sensor 43 can be input from the motor ECU 40 through communication.
  • the rotation speed Nc of the carrier 39 can be calculated from a gear ratio ⁇ 2 (the number of teeth of the sun gear 36 /the number of teeth of the ring gear 37 ) of the second planetary gear 35 by Expression (1) described below.
  • the threshold Nref is set in advance as the rotation speed of the carrier 39 for which torque shock does not occur such that an occupant feels a sense of unease even if the carrier 39 is fixed un-rotatably by the brake B 1 .
  • Nc Nm 1+( Ne ⁇ Nm 1)/ ⁇ 2 (1)
  • the brake B 1 is turned on to stop the rotation of the carrier 39 (Step S 180 ). It waits until the vehicle speed V becomes equal to or less than a threshold Vref 2 (Steps S 190 and S 200 ), the brake B 1 is turned off (Step S 210 ), and this routine ends.
  • the threshold Vref 2 is set in advance as the vehicle speed V such that, even if the rotation speed Ne of the internal combustion engine 22 is set to the value of 0, the rotation speed Nm 1 of the first motor MG 1 in the negative rotation direction becomes sufficiently small.
  • FIG. 6 is an explanatory view showing an example of temporal changes of the vehicle speed V, the rotation speed Ne of the internal combustion engine 22 , the rotation speed Nm 1 of the first motor MG 1 , the rotation speed Nc of the carrier 39 , and the state of the brake B 1 when over-rotation of the first motor MG 1 in the negative rotation direction is prevented by the over-rotation prevention control routine of the embodiment.
  • a solid line indicates a case where processing by the over-rotation prevention control routine of the embodiment is executed
  • a one-dot-chain line indicates a case where the brake B 1 is maintained to be off
  • FIG. 7 shows an example of an alignment chart when the vehicle is traveling at a comparatively high vehicle speed (for example, 180 km/h or the like).
  • FIG. 8 shows an example of an alignment chart when the rotation speed Ne of the internal combustion engine 22 decreases by ignition-off.
  • the rotation speed Ne of the first motor MG 1 rapidly decreases and becomes the negative rotation direction with a decrease in the rotation speed Ne of the internal combustion engine 22 .
  • the rotation speed Nc of the carrier 39 is not rapid with respect to change in the rotation speed Nm 1 of the first motor MG 1 but decreases with a decrease in the rotation speed Ne of the internal combustion engine 22 .
  • the rotation speed Ne of the internal combustion engine 22 decreases, if the rotation speed Nc of the carrier 39 reaches the threshold Nref (time T 2 ), the brake B 1 is turned on, and at the next time T 3 , the carrier 39 is maintained un-rotatably.
  • FIG. 9 shows an example of an alignment chart when the vehicle speed V decreases after the brake B 1 is turned on.
  • a solid line indicates a state where the vehicle speed V decreases in the embodiment
  • a one-dot-chain line indicates a state where the brake B 1 is maintained to be off and the rotation speed Ne of the internal combustion engine 22 reaches the value of 0.
  • An arrow indicates a direction in which the vehicle speed V decreases. If the brake B 1 is turned on, as shown in FIG. 9 , the rotation speed Nc of the carrier 39 is maintained to the value of 0; thus, the rotation speed Ne of the internal combustion engine 22 decreases with change in the vehicle speed V, and the rotation speed Nm 1 of the first motor MG 1 increases toward the value of 0 (see FIG. 6 ).
  • the rotation speed Ne of the internal combustion engine 22 and the rotation speed Nm 1 of the first motor MG 1 also become the value of 0.
  • the brake B 1 is turned off; thus, immediately thereafter, the rotation speed Ne of the internal combustion engine 22 becomes the value of 0, the rotation speed Nm 1 of the first motor MG 1 increases slightly in the negative rotation direction at this time, and when the vehicle speed V becomes the value of 0, the rotation speed Nm 1 of the first motor MG 1 also becomes the value of 0. If the brake B 1 is maintained to be off, as indicated by a one-dot-chain line of FIGS. 6 and 9 , at the time TX at which the rotation speed Ne of the internal combustion engine 22 reaches the value of 0, the rotation speed Nm 1 of the first motor MG 1 increases extremely in the negative rotation direction, and the first motor MG 1 over-rotates.
  • the first motor MG 1 is coupled to the sun gear 31 of the first planetary gear 30 arranged in order on the alignment chart
  • the internal combustion engine 22 is coupled to the carrier 34
  • the drive shaft 56 is coupled to the ring gear 32
  • the sun gear 31 is coupled to the sun gear 36 of the second planetary gear 35 arranged in order on the alignment chart
  • the carrier 34 is coupled to the ring gear 37
  • the brake B 1 is coupled to the carrier 39 .
  • the brake B 1 when the ignition is off while the vehicle is traveling at the vehicle speed V which is a high vehicle speed equal to or greater than the threshold Vref 1 , the brake B 1 is on when the rotation speed Nc of the carrier 39 of the second planetary gear 35 becomes equal to or less than the threshold Nref.
  • the brake B 1 may be on when the rotation speed Nc of the carrier 39 is greater than the threshold Nref. In this case, it is possible to quickly decrease the rotation speed Ne of the internal combustion engine 22 by sliding the brake B 1 .
  • the brake B 1 when the ignition is off while the vehicle is traveling at the vehicle speed V which is a high vehicle speed equal to or greater than the threshold Vref 1 , the brake B 1 is on when the absolute value of the rotation speed variation ⁇ Ne of the internal combustion engine 22 is equal to or greater than the threshold dNref. However, the brake B 1 may be on regardless of the rotation speed variation ⁇ Ne of the internal combustion engine 22 .
  • the internal combustion engine 22 corresponds to an “internal combustion engine”
  • the first motor MG 1 corresponds to a “first motor”
  • the second motor MG 2 corresponds to a “second motor
  • the first planetary gear 30 corresponds to a “first planetary gear mechanism”
  • the second planetary gear 35 corresponds to a “second planetary gear mechanism”
  • the brake B 1 corresponds to a “brake”
  • the battery 50 corresponds to a “battery”
  • the HVECU 70 corresponds to an “electronic control unit”.
  • the sun gear 31 corresponds to a “first rotating element”
  • the carrier 34 corresponds to a “second rotating element”
  • the ring gear 32 corresponds to a “third rotating element”
  • the sun gear 36 corresponds to a “fourth rotating element”
  • the carrier 39 corresponds to a “fifth rotating element”
  • the ring gear 37 corresponds to a “sixth rotating element”.
  • the present disclosure can be applied to a manufacturing industry of a hybrid vehicle, or the like.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)
US15/363,090 2015-12-03 2016-11-29 Hybrid vehicle Active US9752676B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015-236200 2015-12-03
JP2015236200A JP6380356B2 (ja) 2015-12-03 2015-12-03 ハイブリッド自動車

Publications (2)

Publication Number Publication Date
US20170159801A1 US20170159801A1 (en) 2017-06-08
US9752676B2 true US9752676B2 (en) 2017-09-05

Family

ID=58723015

Family Applications (1)

Application Number Title Priority Date Filing Date
US15/363,090 Active US9752676B2 (en) 2015-12-03 2016-11-29 Hybrid vehicle

Country Status (4)

Country Link
US (1) US9752676B2 (ja)
JP (1) JP6380356B2 (ja)
CN (1) CN107054344B (ja)
DE (1) DE102016123128A1 (ja)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7143799B2 (ja) * 2019-03-22 2022-09-29 トヨタ自動車株式会社 ハイブリッド車両、及びハイブリッド車両の制動方法

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070155581A1 (en) * 2006-01-03 2007-07-05 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
US20070256871A1 (en) * 2004-10-06 2007-11-08 Jiro Kaneko Hybrid Vehicle and Control Method of the Same
US20100029429A1 (en) * 2007-10-17 2010-02-04 Toyota Jidosha Kabushiki Kaisha Gear train unit with motor generator
JP2012162097A (ja) 2011-02-03 2012-08-30 Toyota Motor Corp 車両
US20130151057A1 (en) * 2010-08-27 2013-06-13 Toyota Jidosha Kabushiki Kaisha Control device for a vehicle
JP2014065365A (ja) 2012-09-25 2014-04-17 Toyota Motor Corp ハイブリッド車両の制御装置およびそれを備えるハイブリッド車両、ならびにハイブリッド車両の制御方法
JP2015077846A (ja) 2013-10-15 2015-04-23 トヨタ自動車株式会社 動力伝達装置

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3167607B2 (ja) * 1995-12-05 2001-05-21 株式会社エクォス・リサーチ ハイブリッド車両
US20020014359A1 (en) * 2000-07-21 2002-02-07 Schooler Stuart D. Autocycle
JP4450017B2 (ja) * 2007-06-22 2010-04-14 トヨタ自動車株式会社 動力出力装置およびそれを備えたハイブリッド自動車
JP4957475B2 (ja) * 2007-09-13 2012-06-20 トヨタ自動車株式会社 車両用動力伝達装置の制御装置
JP5744479B2 (ja) * 2010-11-05 2015-07-08 株式会社ミューチュアル 挿入装置
JP5644868B2 (ja) * 2011-01-27 2014-12-24 トヨタ自動車株式会社 車両および車両の制御方法
JP2013216219A (ja) * 2012-04-10 2013-10-24 Toyota Motor Corp ハイブリッド車両の動力伝達装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070256871A1 (en) * 2004-10-06 2007-11-08 Jiro Kaneko Hybrid Vehicle and Control Method of the Same
US20070155581A1 (en) * 2006-01-03 2007-07-05 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
US20100029429A1 (en) * 2007-10-17 2010-02-04 Toyota Jidosha Kabushiki Kaisha Gear train unit with motor generator
US20130151057A1 (en) * 2010-08-27 2013-06-13 Toyota Jidosha Kabushiki Kaisha Control device for a vehicle
JP2012162097A (ja) 2011-02-03 2012-08-30 Toyota Motor Corp 車両
JP2014065365A (ja) 2012-09-25 2014-04-17 Toyota Motor Corp ハイブリッド車両の制御装置およびそれを備えるハイブリッド車両、ならびにハイブリッド車両の制御方法
JP2015077846A (ja) 2013-10-15 2015-04-23 トヨタ自動車株式会社 動力伝達装置
WO2015056087A1 (en) 2013-10-15 2015-04-23 Toyota Jidosha Kabushiki Kaisha Power transmission device

Also Published As

Publication number Publication date
JP6380356B2 (ja) 2018-08-29
US20170159801A1 (en) 2017-06-08
DE102016123128A1 (de) 2017-06-08
CN107054344A (zh) 2017-08-18
CN107054344B (zh) 2019-11-22
JP2017100598A (ja) 2017-06-08

Similar Documents

Publication Publication Date Title
US9862373B2 (en) Hybrid vehicle and control method for hybrid vehicle
US10035502B2 (en) Hybrid vehicle and control method for hybrid vehicle
US9937915B2 (en) Hybrid vehicle
US9751523B2 (en) Hybrid vehicle
US10647202B2 (en) Hybrid vehicle, control device for hybrid vehicle and control method for hybrid vehicle
US10093307B2 (en) Automobile including motor for running the automobile
JP2017094867A (ja) ハイブリッド自動車
US9919695B2 (en) Hybrid vehicle
US20160236669A1 (en) Hybrid vehicle
US11052900B2 (en) Hybrid vehicle
US20160332614A1 (en) Hybrid vehicle
US20170158188A1 (en) Hybrid vehicle
JP2008143316A (ja) 動力出力装置およびその制御方法並びに車両
US9752676B2 (en) Hybrid vehicle
JP5691997B2 (ja) ハイブリッド自動車
JP2016147576A (ja) ハイブリッド自動車
JP6459993B2 (ja) ハイブリッド自動車
JP2016132263A (ja) ハイブリッド自動車
JP4983635B2 (ja) 動力出力装置およびその制御方法並びに車両
JP2016175560A (ja) ハイブリッド自動車
JP2016083988A (ja) ハイブリッド車
JP5176862B2 (ja) 動力出力装置およびその制御方法並びに車両
JP2017128292A (ja) ハイブリッド自動車
JP7003686B2 (ja) ハイブリッド車両の制御装置
JP2009137384A (ja) 車両および駆動装置並びに車両の制御方法

Legal Events

Date Code Title Description
AS Assignment

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:NISHIGAKI, NOBUHIDE;YAMAMOTO, MASAYA;REEL/FRAME:040450/0037

Effective date: 20161007

STCF Information on status: patent grant

Free format text: PATENTED CASE

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 4